US1582755A

US1582755A - Electric braking mechanism

Info

Publication number: US1582755A
Application number: US756603A
Authority: US
Inventors: James Henry Vincent
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-12-17
Filing date: 1924-12-17
Publication date: 1926-04-27
Anticipated expiration: 1943-04-27

Description

A ril 27 1926. 1,582,755 H. v. JAMES ELECTRIC BRAKING MECHANISM Filed Dec. 1'? 1924 Patented Apr. 27, 19 26.

HENRY VINCENT JAMES, 015' RADLETT, ENGLAND.

ELECTRIC BRAKING MECHANISM.

Application filed December 17, 1924. Serial No. 756,603.

To all whom 2'25 may 0071067 I Be it known that HENRY VINCENT J arms, a British subject, residing at Cintra Malt Lane, Radlett, in the county of Hertfordshire, England, has invented certain new and useful Improvements in or Relating to Electric Braking Mechanism, of which the following is a specification.

This invention relates to an improved method of applying the brakes of machines, particularly referring to multiple unit machines, such as printing, paper-making, and textile machines of which the rotating parts must be stopped simultaneously, and for which a number of brakes are provided at various positions on the machine for the purpose. In such machines it is also desirable to stop quickly but evenly and without shock which necessitates a light initial brake torque gradually increasing to maximum as the machine speed is reduced. and finally stopped.

Broadly the invention consists in apply ing to such machines an electrodynaniic machine driven from any suitable part of the former, this electrodynamic machine be ing adapted when the machine is being stopped, to set up a counter E. M. F. to the line-service feeding the brake energizing means in such a manner that as the machine is slowed down and therewith also the electrodynamic machine,

coil is interrupted and is only closed when 7 the motor is de-cnergized and is actually slowing down. I Instead of using'a separate electrodynamic machine the main driving motor itself if suitably wound and balanced may be used.

For the purpose of controlling the various circuits, coil operated magnet switches or solenoids are provided and so arranged that when the circuit ofthe driving motor is broken a dynamic braking circuit for the driving-motor and the circuit for the brake energizing means are closed, these circuits being again broken as soon as the driving motor and machine come to rest.

the counter E. M. F. set up by the latter gradually decreases whilst In the accompanying drawings is illustrated a circuit diagram of a preferred arrangement according to the invention, the machine being assumed to be at rest.

From the main runs a line 1 to the;

armature 2 of a driving motor, line3, contact 4, switch 47, contact 5, line 6, controller 7, and line 8 to main, which'completesa feed circuit to armature 2. The motor field 1s lndicated at 9. From the'line 1, passes a supplementary circuit including line 10, a

dynamic braking resistance 11, contact 12,

switch 46 contact 13, coil 15, of a ditlerelr' tially wound solenoid, and a line 16, connected at 4 to line 3 leading from the arm'ature 2.-'Th1s circuit is in parallel with the armature 2, and forms a dynamic braking circuit of the latter.

The second 001118, of the differentially wound solenoid, is connected to the armature line 10 at 19, and by line 20, contact 22, switch 24, contact 23, and line 21 to contact 4 connected by line 3 to the other side of armature 2. This circuit is in parallel with the resistance 11 and coil 15. V circuit includes a line 25, connected to the line 1 at 26,

contacts

27 and 28, bridged by a switch 29, a line 30, a solenoid coil 31', line 32, a number of control switches or buttons 33, arranged in parallel to one another, and a line 34 leading to the main.

The separately excited electrodynaniic machine driven by the machine is indicated at'35 and its field at 36. One side of the armature is connected .to the main by a line 87, and the other side is connected by a line 88 leading to a contact 89 adapted to be connected to a contact 40'by a switch 41.

Brakeenergizing coils are indicated at 42 and 'a discharge resistance is shown at 43.

The energizing coils 42 and the resistance 43 are shown in parallel, but it will be understood that the coils series. The contact 40 is connected by a line 44 to one set of ends of theenergizing coils 42 and resistance 43, and the other ends of'these 'coils and resistance are connected by the. line 45 to the main.

The coreof the different-a1 solenoid 15-18 carries the switch 29 for bridging the

contacts

27 and 28, the switch 46 for

bridging contacts

12 and 13, and the switch 41 for

bridging contacts

39 and 40 The core of the solenoid 31 carries the switch 24 for bridging the contacts ,22 and A starting may be arranged'in liO 23, and the switch 47 for bridging contacts 4 and 5.

To start the. machine one of the-switches 33 is closed. Current then flows from main through

lines

1 and 25,

contacts

27 and 28, normally bridged by the switch 29., line 30, coil 31, line 32, switch 33 and line 34 to main.

The coil 31 is thus energized causing the switch 47 to bridge contacts 4 and 5 and open the switch 24 which bridges contacts 22 and 23. Current will now flow from main, through line 1, motor armature 2, line 3, contact 4, switch 47, contact 5, line 6, controller 7, and line 8 to main. The motor will then start up and can be controlled by operating the controller For stopping the machine the switch 33 is opened. The solenoid 31 is thus de-energized so that the switch 47 opens and thus breaks the motor circuit at the contacts 4 and 5, whilst the switch 24 is closed and

bridges contacts

22 and 23. A dynamic circuit is now established from armature 2 through line 10, coil 18, line 20,

contacts

22, and 23, bridged by switch 24, line 21, contact- 4, and line 3 back to armature 2. The coil 18 is thus energized and closes

switches

46 and 41. A dynamic. braking circuit is now also established from armature 2 through line 10, dynamic brake resistance 11, contact 12, switch 46, contact 13, coil 15, line 16, contact 4 and line 3 back to armature 2. The

. coil 15 is thus energized and assists in holding switch 46 closed. As the E. M. F. across the motor 2 dies down the energy in 18 also dies down, but as coil 15 is in series with the resistance 11 it remains energized until the motor 2 is practically at rest and thus holds the

switches

46 and 41 closed.

By the switch 41 a circuit is closed from the main, line 37 electrodynamic machine 35, line 38, contact 39, switch 41, contact40, line 44, coils 42 and resistance 43 in parallel, and line 45 to main.

Electrodynamic machine 35 is so wound and mechanically connected to the driven machine that when the latter-is in full speed an E. M. F. exists across armature 35 equal to that of the line and counter to it.

It will be obvious 'theretore'that it while running at full speed the main driving motor and machine are stop operated and a circuit is established through armature 35, switch 41, brake operating coils 42 and line, practically no initial energy will exist in the circuit due to the opposing E. M. F. of armature 35 tothat of the line, but as the speed of the latter decreases and likewise its E. M. F. energy in the circuit will increase and an effective E. M. F. is gradually built up across the brake coils 42 until it practically equals that of the line as armature 35 comes to rest.

It will alsohe clear that it while the main the driving motor circuit is broken until the machine comes to rest, when normal conditions are again automatically established.

If desired a timing device of any known or suitable kind couldalso be used.

It will also he observed that by means of the arrangement hereinbetore described the solenoids are so arranged that the circuit of the driving motor cannot be closed at the same time as the brake circuit.

When the driving motor 2 is adapted to-be used in .place of the electrodynamic machine 35, it'is connected to the line 38 as indicated by the dotted line 48, the machine 35 and its field 36 and the line 37 being omitted.

lVhat I claim is 1. A method for braking-driven machines, consisting in providing brake energizing coilst'or controlling the brakes and fed from a line service, providing an electrod'ynamic machine mechanically coupled to the driven machine and utilizing the output of the electrodyna-mic machine to set up a counter E. M. F. to the current of the braking energizing coils, whereby in a driven machine the counter E. M. F. of the electrodynamic machine is gradually reduced to permit a braking effective E. M. F. across the brake energizing coils.

2. A method of braking driven machines,

consisting in providing coils open to the line service and utilizing the speed of the'driven machine to set up a active whilethe driven machine is at speed,

providing means for producing a current by the driven machine to normally neutralize the current effect on the brake energizing coils, with such current producingmeans of gradually reducing neutralizing efiect as the speed of the driven machine is decreased to thereby permit a gradually increasing effect of the braking means in proportion to the reduction of speed of the driven machine.

4. A method of braking driven machines,

in a reduction ot'speed' brake energizing the brake energizing coils .as long as the 8 speed, aspeed reduction consisting in providing electrically controlled brake operating means normally inactive while the driven machine is at speed, providing means for producing a current by the driven machine to normally neutralize the current eifect on the brake energizing coils, with such current producing means of gradually reducing neutralizing effect as the speed of the driven machine is decreased to thereby permit a gradually increasing effect of the braking means in proportion to the reduction of speed of the driven machine, the braking means and neutralizing means being wholly inoperative when the driven machine is at speed or at rest. 7

5. A method of braking driven machines, consisting in providing electrically controlled brake operating means normally in active while the driven machine is at speed, providing means for producing a current by the driven machine to normally neutralize the current effect on the brake energizing coils, with such current producing means of gradually reducing neutralizing effect as the speed of the driven machine is decreased to thereby permit a gradually increasing effect of the braking means in proportion to the reduction of speed of the driven machine,'the braking means and neutralizing means being wholly inoperative when the driven machine is at speed or at rest and being automatically eflfective when the power of the driven machine is cut off.

6. In a braking system for driven machines, including brake energizing coils, an electrodynamic machine operated by the 'to generate a current counter to that of the brake energizing coils to prevent braking service from saidcoils while the driven machineis at speed and to permit braking service from said coils as the speed of the driven machine and therefore of the electrodynamic machine is reduced and means'whereby the braking system is without energy while the driven machine is under power.

8. A braking system for driven machines including brake energizing coils, current feeders therefor, an electrodynamic machine operated by the driven machine and coupled to generate a current counter to that of the brake energizing coils to prevent braking service from said coils while the driven machine is at speed and to permit braking service from said coils as the speed of the driven machine and therefore of the electrodynamic machine is reduced, and means whereby the braking system is without energy while the driven machine is under power or at rest.

In testimony whereof I aifix my signature.

HENRY VINCENT JAMES.